WO2012102932A1 - Gauchissement commandé d'une bande de cisaillement d'un pneu - Google Patents

Gauchissement commandé d'une bande de cisaillement d'un pneu Download PDF

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Publication number
WO2012102932A1
WO2012102932A1 PCT/US2012/021798 US2012021798W WO2012102932A1 WO 2012102932 A1 WO2012102932 A1 WO 2012102932A1 US 2012021798 W US2012021798 W US 2012021798W WO 2012102932 A1 WO2012102932 A1 WO 2012102932A1
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WIPO (PCT)
Prior art keywords
cross
tire
axis
sectional area
inertia
Prior art date
Application number
PCT/US2012/021798
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English (en)
Inventor
Scott Powell ANDERSON
Ronald Hobart Thompson
Original Assignee
Michelin Recherche Et Technique S.A.
Societe De Technologie Michelin
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Michelin Recherche Et Technique S.A., Societe De Technologie Michelin filed Critical Michelin Recherche Et Technique S.A.
Publication of WO2012102932A1 publication Critical patent/WO2012102932A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C7/00—Non-inflatable or solid tyres
    • B60C7/22—Non-inflatable or solid tyres having inlays other than for increasing resiliency, e.g. for armouring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
    • B60C9/2204—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre obtained by circumferentially narrow strip winding
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T152/00—Resilient tires and wheels
    • Y10T152/10—Tires, resilient
    • Y10T152/10279—Cushion
    • Y10T152/10378—Casing enclosed core

Definitions

  • This invention relates generally to shear band of a tire that has means for inducing buckling when the tire is subjected to high deformations, and, more specifically, to a tire that has a shear band with at least one membrane that has a reinforcement having predetermined configurations for controlling the buckling behavior of the reinforcement when the membrane is subjected to compressive stress.
  • the non-pneumatic tire includes an outer annular shear band and a plurality of web spokes that extend transversely across and radially inward from the annular shear band and are anchored in a wheel or hub.
  • the annular shear band may further comprise a shear layer, at least a first membrane adhered to the radially inward extent of the shear layer and at least a second membrane adhered to the radially outward extent of the shear layer.
  • the membranes may have reinforcing fibers made from steel, aramid or glass fibers or other suitable material that is substantially inextensible that are embedded in an elastomeric coating.
  • the shear layer may include an elastomer that is rubber, polyurethane or any other suitable thermoset or thermoplastic material.
  • the ratio of the extension or young's modulus (Emembrane) of either membrane to the shear modulus (G) of the shear layer is typically at least 100: 1 and is sometimes as high as 3000: 1 in order for the tire that has the shear band to mimic the performance of a pneumatic tire.
  • the invention of U.S. Pat. No. 7,201 , 194 also provides advantages that include a more uniform ground contact pressure throughout the length of the contact area. Hence, this tire mimics several performances of a pneumatic tire.
  • Figure 1 shows such a tire 100 that defines a radial or vertical direction (R, Z), a circumferential or X direction (C, X), and an axial or Y direction (A, Y).
  • the tire 100 comprises a tread 102 that is attached to the outward extent 104 of the spokes 106, which in turn, are connected to a hub or wheel 108 at their inward extent 110 by means known in the art such as by molding spokes between the hub 108 and the tread 102, which have been prepared for suitable bonding to the polyurethane.
  • the tire could have sidewalls that extend from either side of the tread and that attach the tread to the hub using conventional bead interfaces. In use, such a tire works well when it rides on a relatively smooth road surface because the stress and strain that the shear band experiences is acceptably low.
  • the shear band 112 which comprises first and second substantially inextensible membranes 114, 116 that are separated by the shear layer 118, can be deformed during such an event, exerting compressive stresses on the top or second membrane 116, as viewed in this figure, and tensile stresses on the first or bottom membrane 114, as viewed in this figure.
  • two possible problems with the shear band may occur.
  • the top or second membrane 116 becomes highly stressed in compression, it becomes prone to buckling. This can cause strains between the polyurethane, which often constitutes the shear layer 118, and the metal cords, which is often part of the membrane, to be excessive. At such a high strain, the bond between the cords and the polyurethane is broken and the cords will buckle and deform plastically.
  • the contact patch may grow sufficiently long that shear layer 118 may experience excessive shear strain, such as 15%, causing the shear layer to deform an undesirable amount. In either case, the problem is irreversible causing the shear band 112 to no longer function as originally designed.
  • Particular embodiments of the present include a tire that defines X, Y and Z directions and that has a tread with a shear band.
  • the shear band comprises a shear layer and at least one substantially inextensible membrane that undergoes compression when the tread is deflected.
  • This membrane has at least one reinforcement that has a cross-sectional area in the YZ plane wherein the moment of inertia of the cross-sectional area about a Y axis that is located at the centroid of this cross-sectional area is different than the moment of inertia about a Z axis that is located at the centroid of this cross-sectional area.
  • These Y and Z axes of the cross-sectional area are parallel to the Y and Z axes of the tire.
  • the tire comprises a plurality of cross-sectional areas in the YZ plane that each have different moments of inertia about their respective Y and Z axes.
  • the moment of inertia of the cross-sectional area about the Y axis is greater than the moment of inertia about the Z axis, predisposing the reinforcement to buckle in the Y direction.
  • the cross-sectional shape may be rectangular, defining a major axis that is aligned substantially with the Z direction of the tire. It may also have a width in the Y direction and a height in the Z direction and its aspect ratio, which is the height divided by the width, may be 1.5 and preferably 3.0.
  • the moment of inertia of the cross-sectional area about the Z axis is greater than the moment of inertia about the Y axis, predisposing the reinforcement to buckle in the Z direction.
  • the cross-sectional shape may be rectangular, defining a major axis that is aligned substantially with the Y direction of the tire. It may also have a width in the Z direction and a height in the Y direction and its aspect ratio, which is the height divided by the width, may be 1.5 and preferably 3.0.
  • the pace or distance from one cross-sectional area to the next is approximately 1.5 mm.
  • the cross-sectional shapes may be rectangles that have the same dimensions and an aspect ratio, which is the ration of the largest of the height or width of the rectangle divided by the smallest of the height or width of the rectangle, which is at least 1.5 and preferably 3.0.
  • the reinforcement is wound spirally around the circumference or X direction of the tire.
  • the cross-sectional areas are formed by a plurality of reinforcements, which are substantially parallel to each other.
  • the moment of inertia of these areas about their Z axis is greater than the moment of inertia about their Y axis and there is substantially no gap between them along the Y axis.
  • the first set of cross-sectional areas is formed by spirally winding the first reinforcement circumferentially or in the X direction of the tire.
  • the membrane may further comprise a second reinforcement that forms the second set of cross-sectional areas by being spirally wound around the circumference or X direction of the tire.
  • the membrane may comprise an elastomer that is found between the first and second sets of cross-sectional areas and that has a lower young's modulus than the elastomer used in the shear layer.
  • FIG. 1 is a perspective view of a non-pneumatic tire that has spokes and a shear band located in its tread;
  • FIG. 1A is sectional view showing the shear band of the tire in FIG. 1 taken along lines 1A-1A thereof;
  • FIG. 2 depicts the extension mode (shown) on the left and shear mode (shown on the right) of a composite subjected to compressive stress;
  • FIG. 3 is a two dimensional (2D) finite element analysis (FEA) model of a composite subjected to uniform compressive stress;
  • FEA finite element analysis
  • FIGS. 4 A thru 4C show different critical buckling stresses and modes for the model shown in FIG. 3;
  • FIG. 5 is a perspective view of a test specimen that is used for predicting out of plane (ZX) buckling
  • FIG. 6 is a testing apparatus for bending the test specimen of FIG. 5;
  • FIG. 7 is an illustration of the buckled strip of the test specimen of FIG. 5;
  • FIG. 8 is a side view of the beam that defines the variables used in Eq. 3;
  • FIG. 9 is a three dimensional (3D) FEA model that simulates the behavior predicted by Eq. 3;
  • FIG. 10 is a side view showing the shape of a shear band in use
  • FIG. 11A is a side view of a FEA model of a shear band in an undeflected state
  • FIG. 1 IB is a side view of the FEA model of FIG. 11 A that is loaded and deflected to simulate the stresses exerted on a shear band in use:
  • FIG. 12 is a graph showing the shear strain versus X distance for a membrane used in a shear band per the model of FIG. 11B;
  • FIG. 13 is a graph showing the contact pressure versus X distance for a membrane used in a shear band per the model of FIG. 11B;
  • FIG. 14 is a graph showing the compressive strain of the bottom membrane of the model of FIG. 11B versus X distance;
  • FIG. 15 is a side view of a model of a shear band showing what loads and boundary conditions are applied to the FEA model
  • FIGS. 16A thru 16E show different configurations of shear bands used to determine which configurations provide intelligent buckling of a membrane under compression
  • FIGS. 17A thru 17D show the buckled versions of the FEA models shown in FIGS. 16A thru l6E;
  • FIGS. 18 and 19 are input and output models respectively associated with the Riks analysis for determining post buckling behavior of a shear band;
  • FIG. 20 is a graph that shows the stress versus strain curves of the models shown in FIGS. 16A thru 16E showing that some models exhibit intelligent buckling:
  • FIG. 21 is a shear strain versus X distance graph of models A and E shown in FIG. 16A and FIG. 16D respectively;
  • FIG. 22 is a graph showing the contact pressure versus X distance of models A and E shown in FIG. 16A and FIG. 16D respectively;
  • FIGS. 23 A thru 23C shows various cross-sections as examples of configurations of the reinforcement(s) that could be used with the present invention such as an ellipse, rectangle and an arbitrary shape.
  • the inventors of the present application recognized that one possible solution for preventing irreversible failure of the shear band when it is subjected to large deflections would be to find a construction of the shear band that has a higher buckling stress threshold without adding reinforcing material to the membrane that experiences compression. They also recognized that a second possible solution would be to create a shear band that had a lower buckling stress threshold but that developed lower post-buckled material strains in the shear layer itself and at the elastomer and reinforcing material interfaces so that the bond between the elastomer and reinforcing material would not be as easily broken.
  • the model chosen was a monofilament/elastomer composite that is similar to a continuous fiber classical composite in that the reinforcements are parallel and continuous but is different in four key ways.
  • the elastomer modulus is .0001 to .00001 that of the reinforcement as opposed to a ratio of .1 to .01 that is typically used for a classic composite.
  • the monofilaments that constitute the substantially inextensible membranes are macroscopic having a diameter or width in the order of 1 mm as opposed to 10 ⁇ for a single fiber in a classic composite.
  • the monofilament/elastomer composite can have discrete layers or plies of reinforcement and/or other discontinuities while classical composites assume a constant volume fraction of reinforcement to matrix cross-section across the entire cross-section of the composite.
  • the monofilament/elastomer composite can have macroscopically large deformations in the elastomer with high strains while classic composites can have large deflections, such as when a long slender beam is bent, but material strains remain small.
  • the model created and optimized consisted of a monofilament/elastomer composite that has monofilaments used as reinforcing material that were themselves modeled as classical composites.
  • test sample 120 was made to see how well the FEA model was able to model out of plane buckling in a real world situation.
  • the test sample 120 as shown in Figure 5 was a sandwich beam with a length l s of 300 mm, width s of 30 mm and height h s of 18 mm.
  • the bulk of the sample was made from polyurethane having a young's modulus of 40 MPa.
  • a layer 122 of glass reinforced vinyl ester resin that was .7 mm thick was applied to the entire bottom surface of the sample while a narrow strip 124 that was 7 mm wide and .7 mm thick was attached to the middle of the top surface of the sample. This sample was then tested as shown in Figure 6 in a four point testing apparatus.
  • the composite beam was asymmetrically designed such that the neutral fiber occurred close to the 30 mm wide composite plaque 122.
  • the beam was then oriented in the testing apparatus such that the 7 mm wide strip 124 was solicited in compression as the beam was bent.
  • the failed area is shown in Figure 7 and the length of the delaminated area I d was approximately 20 mm. This failure was due to a buckling event of a beam on an elastic foundation.
  • n is the number of half sine waves required to give the lowest buckling load
  • L is the specimen length
  • E b is the panel modulus
  • I is the panel moment of inertia
  • k is the foundation modulus (see also Figure 8).
  • the contact region of a non-pneumatic tire that has a shear band 112 is shown schematically in Figure 10.
  • the gray portion is the shear layer 118, which is bounded by membranes 114, 116 that have high circumferential stiffness.
  • contact pressure acts on the lower surface.
  • the shear layer develops shear stress, which increases in the X direction as defined by the figure. If the contact length is relatively small compared to the radius R2, and if the shear modulus of the shear layer is relatively constant, then both the shear stress and shear strain increase linearly in direction X.
  • Third, the two high stiffness membranes also develop stress.
  • the bottom membrane 116 as viewed in this figure, develops compressive stress and the top member 114, as viewed in this figure, develops tensile stress.
  • the shear layer is 1 1 mm thick and has a shear modulus, G, of 12 MPa.
  • This shear modulus represents that of a typical thermoset polyurethane elastomer such as that sold under the trademark VIBRATHANE B-836.
  • the substantially inextensible membranes are each 0.4 mm thick and have a young's modulus, E, of 400,000 MPa. This modulus is twice that of steel and was set this high to illustrate the effect of substantial inextensibility.
  • the length of the beam is 150 mm and the radius of the cylinder is 300 mm.
  • Figure 16A shows the configuration of a prior configuration of a shear band where a single round reinforcement 126 that is spirally wound around the circumference of a tire and that has a diameter of .98 mm and a pace of 1.5 mm as shown in the cross-section. It should be noted that it is not essential that a single reinforcement be spun around the circumference of a tire that separate reinforcements that are spaced away from each other in the Y or axial direction of a tire could be used.
  • model A a glass fiber impregnated into a vinyl ester resin was used with a volume fraction of .5 and the modulus of the monofilament is 40,000 MPa.
  • This model served as a reference (hereafter referred to as model A) to see what improvements could be obtained.
  • FIG. 16B An improved design is shown in Figure 16B (hereafter referred to as model B).
  • This design has a reinforcement 126 with a rectangular cross-section in which the major axis is vertical and its dimensions are 1.5 mm tall and .4 mm wide. The pace from one cross- section to the next is 1.5 mm. The total area, and therefore the total modulus in the X or circumferential direction is the same as the reference model shown in Figure 16A.
  • FIG. 16C A third design is shown in Figure 16C (hereafter referred to as model C). This design is the same as that shown in Figure 16B except that the filaments 126 are oriented such that the major axis is the horizontal, axial or Y direction. The filaments are .2 mm tall and 1.5 mm wide with a pace that is also 1.5 mm. Due to the pace and size of the filaments, there is no horizontal spacing between them as is usually present when using spiral winding.
  • FIG. 16D A fourth design is illustrated in Figure 16D (hereafter referred to as model D).
  • model D This model is identical to that shown in Figure 16C except that are two layers of reinforcement 126', 126".
  • the membrane comprises two layers of spirally wound monofilaments that are spaced 1 mm away from each other in the vertical, radial or Z direction.
  • FIG. 16D Yet a fifth design is also represented by Figure 16D (hereafter referred to as model E). Its geometry is the same as the fourth design but the modulus of the intra membrane elastomer found between the two layers of reinforcement is 18 MPa instead of 36 MPa, which is the modulus of the elastomer found in the shear layer.
  • Model F a sixth model is depicted in Figure 16E (hereafter referred to as Model F) and is a combination of the models shown in Figures 16B and 16C created by alternating the orientation of the major axis of the monofilament rectangles 126', 126".
  • the pace remained 1.5 mm meaning that the membrane modulus was identical for all models.
  • the glass monofilament can be extruded into a rectangular shape and then embedded into a skim of elastomer and then wound onto the tread of the tire.
  • separate monofilaments could be co-extruded within an elastomer and then wrapped around the circumference of the tire as a semi-finished good.
  • the inventors then performed standard linear buckling bifurcation analysis that is available in ABAQUS 6.9 on each of the models.
  • the length of the models in the X or circumferential directions was chosen to be 80 mm as this represents the length over wich the compressive stress maintains a relatively constant value.
  • the beam model shown in Figure 9 is only half of the actual contact surface since 40 mm is the half length.
  • the pertinent buckling modes are shown in Figures 17A thru 17D.
  • the reference model A showed a critical buckling stress of 340 MPa where the buckling happened in the XY plane although there was a small XZ component (see Figure 17A).
  • the second model (model B) had a critical buckling stress of 272 MPa where the buckling happened in the XY plane alone (see Figure 17B).
  • the third design (model C) has a critical buckling stress of 277 MPa where the buckling happened in the XZ plane
  • the fourth design (model D) had a critical buckling stress of 203 MPa with buckling also occurring only in the XZ plane
  • the fifth design (model E) had a critical buckling stress of 176 MPa where the buckling only occurred in the XZ plane (see Figure 17C).
  • the six model (model F) as shown by Figure 17D buckled geometrically in the same as the reference model but with a much higher critical buckling stress of 448 MPa and an even greater XZ component.
  • the cross-sectional shape of the reinforcements plays a very significant role in the critical buckling stress even when the total cross-sectional area, and therefore the circumferential or X stiffness component of the reinforcement, remains the same between different configurations. It also has a large role in determining the character of the buckling mode such as what plane or planes the reinforcements buckle when the critical buckling stress is reached.
  • the inventors used the Riks method that is included in ABAQUS 6.9 to model the post buckling behavior. This procedure works by introducing an imperfection into the model that is generally associated with a particular buckling mode of interest. The Riks method then incrementally adds a force or stress, deforming the structure in a prescribed direction until some criterion is reached. For the problem at hand, the inventors added an imperfection corresponding to the models shown and described above. The maximum imperfection was .5 mm, with all other node displacements scaled accordingly. The load was a compressive stress in the X direction applied to the reinforcement. The Riks procedure then returned X displacement as a function of applied X stress.
  • Figure 18 shows the post buckle geometry of model B shown in Figures 16B and 17B that was used as an input for the Riks procedure.
  • This geometery reflects the physical state at the moment immediately after the critical stress is reached. Maximum node displacements are .5 mm, with other displacements scaled accordingly.
  • This model, the critical stress was 272 MPa. Subsequent compressive stress applied to the reinforcement produced a compressive deformation. The Riks procedure automatically applies this incremental stress.
  • Figure 19 shows a deformed geometry that resulted from the Riks analysis. Nodal displacements for the case of 150 MPa of additional compressive stress are shown by the contour plots. For this case, the reinforcement displacement was about .23 mm in the X direction. From this displacement, noting that half period was 40 mm, a reinforcement strain is calculated to be .0057. So a compressive stress of 150 MPa gives a compressive strain of .0057. In this way, the post-buckled stiffness can be calculated from employing the Riks method. Similarly, this method was applied for each of the models described above.
  • Figure 20 shows a graph that shows the stress versus strain for each of these models. Before the critical buckling stress, each model has the same modulus. All the models except for model F buckle and then exhibit different effective compressive moduli. The compressive buckling stress for Model F was so high that we consider that this cable orientation will not buckle. This information is also presented below in table 1.
  • a comparison of reference model A to model E shows the beneficial effect of this compressive behavior on shear strain.
  • model E the compressive membrane with the intelligent buckling behavior was used while its membrane that experiences tension has a 40,000 MPa modulus.
  • Shear strain versus X is shown for both models in Figure 21.
  • the shear strain is reduced in model E to .13, which is below the .15 strain that is associated with failure of the shear band. This is attributable to buckling of the membrane under compression, which alleviates the amount of strain that occurs in the shear layer. This is 22% less than the maximum shear experienced by model A.
  • shear band that is part of a non-pnuematic tire with spokes
  • this construction could be used with tires that use a gas along with a shear band (often referred to as a hybrid tire) to support the load applied to the tire.
  • sidewalls may be substituted for spokes.
  • other materials may be used instead of polyurethane such as any thermoset or thermoplastic material that is suitably durable and strong to support the loads applied to the tire.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

L'invention concerne de manière générale la bande de cisaillement d'un pneu qui présente un moyen provoquant le gauchissement lorsque le pneu est soumis à des déformations importantes, et concerne de manière plus spécifique un pneu présentant une bande de cisaillement munie d'au moins une membrane qui présente un élément de renfort ayant des configurations prédéfinies pour commander le comportement de gauchissement de l'élément de renfort lorsque la membrane est soumise à un effort de compression.
PCT/US2012/021798 2011-01-30 2012-01-19 Gauchissement commandé d'une bande de cisaillement d'un pneu WO2012102932A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US13/017,012 US8813797B2 (en) 2011-01-30 2011-01-30 Controlled buckling of a shear band for a tire
US13/017,012 2011-01-30

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WO2012102932A1 true WO2012102932A1 (fr) 2012-08-02

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EP3228482A1 (fr) * 2016-04-06 2017-10-11 Sumitomo Rubber Industries, Ltd. Pneu sans air
CN110234518A (zh) * 2016-12-30 2019-09-13 米其林集团总公司 非充气轮胎
CN112770917A (zh) * 2018-10-09 2021-05-07 普利司通美国轮胎运营有限责任公司 具有多个剪切环的非充气轮胎
FR3130201A1 (fr) 2021-12-14 2023-06-16 Compagnie Generale Des Etablissements Michelin Pneumatique sans air avec une bande de cisaillement optimisée
WO2024126185A1 (fr) 2022-12-14 2024-06-20 Compagnie Generale Des Etablissements Michelin Pneumatique sans air pour véhicule extra-terrestre pouvant rouler à de très basses températures

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US8813797B2 (en) * 2011-01-30 2014-08-26 Compagnie Generale Des Etablissements Michelin Controlled buckling of a shear band for a tire
JP6043582B2 (ja) * 2012-10-22 2016-12-14 株式会社ブリヂストン 非空気入りタイヤ
US9242509B2 (en) * 2013-02-07 2016-01-26 Alice Chang Non pneumatic vehicle tires and pneumatic vehicle tires with tread patterns
KR101356326B1 (ko) * 2013-02-28 2014-01-29 한국타이어 주식회사 각선재 구조의 구조 보강물을 가지는 비공기입 타이어
WO2014199652A1 (fr) * 2013-06-11 2014-12-18 住友ゴム工業株式会社 Pneu non pneumatique
WO2014201368A1 (fr) * 2013-06-15 2014-12-18 Ronald Thompson Bague annulaire et bandage non pneumatique
WO2015047780A1 (fr) 2013-09-24 2015-04-02 Bridgestone Americas Tire Operations, Llc Pneu ayant un élément toroïdal
JP6303235B2 (ja) * 2013-10-22 2018-04-04 株式会社ブリヂストン 非空気入りタイヤ
CN105848919B (zh) 2013-12-24 2018-02-02 普利司通美国轮胎运营有限责任公司 具有可变刚度的无气轮胎构造
JP6317633B2 (ja) * 2014-06-20 2018-04-25 住友ゴム工業株式会社 エアレスタイヤ
US10953696B2 (en) 2015-02-04 2021-03-23 Camso Inc Non-pneumatic tire and other annular devices
FR3036651B1 (fr) * 2015-05-28 2017-05-19 Michelin & Cie Renfort plat multi-composite
USD770539S1 (en) * 2015-06-16 2016-11-01 Michelin Recherche Et Technique S.A. Tire
USD773387S1 (en) * 2015-07-10 2016-12-06 Caterpillar Inc. Tire shear band
US10040314B2 (en) 2015-12-07 2018-08-07 The Goodyear Tire & Rubber Company Non-pneumatic tire
US10696096B2 (en) 2015-12-08 2020-06-30 The Goodyear Tire & Rubber Company Non-pneumatic tire
CA3008828A1 (fr) 2015-12-16 2017-06-22 Ronald H. Thompson Systeme de chenille pour la traction d'un vehicule
US11999419B2 (en) 2015-12-16 2024-06-04 Camso Inc. Track system for traction of a vehicle
US11318790B2 (en) * 2016-04-13 2022-05-03 The Goodyear Tire & Robber Company Shear band and non-pneumatic tire
JP1576394S (fr) * 2016-10-28 2017-05-15
USD832770S1 (en) * 2016-10-28 2018-11-06 Bridgestone Corporation Non-pneumatic tire
JP1579281S (fr) * 2016-10-28 2017-06-19
US10639934B2 (en) 2016-11-22 2020-05-05 The Goodyear Tire & Rubber Company Shear band for a structurally supported tire
CA3067053A1 (fr) 2017-06-15 2018-12-20 Camso Inc. Roue equipee d'un pneu non pneumatique
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WO2024126185A1 (fr) 2022-12-14 2024-06-20 Compagnie Generale Des Etablissements Michelin Pneumatique sans air pour véhicule extra-terrestre pouvant rouler à de très basses températures
FR3143429A1 (fr) 2022-12-14 2024-06-21 Compagnie Generale Des Etablissements Michelin Pneumatique sans air pour véhicule extra-terrestre pouvant rouler à de très basses températures

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